Car-fender



(No Model.) 4 Sheets-Sheet 1 G. HIPWOOD.

GAR FENDER.

Patented Jan. 4, 1898.

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(No Model.) 4 Sheets-8heet 2.

G. HIPWOOD;

OAR FENDER.

No. 596,592. Patented Jan. 4, 1898.

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(No Model.) 4 Sheets-Sheet 3.

G. HIPWOOD.

4 GAR FENDER.

No. 596,592. Patented Jan. 4, 1898.

(No Model.)' 4 Sheets-Sl1eet 4.

G. HIPWOOD.

GAR FENDER.

Patented Jan.4,1898.

UNITED STATES PATENT OFFICE.

GEORGE HIPXVOOD, OF BOSTON, MASSACHUSETTS.

CAR-FENDER.

SPECIFICATION forming part of Letters Patent No. 59659 2, dated January 4, 1898. Application filed May5, 1897- Serial No. 635,160. (No model.)

To all whom it na/y concern.-

Be it known that I, GEORGE HIPWOOD, a citizenof the United States, residing in Boston, in the county of Suffolk and State of Massachusetts, have invented new and useful Improvements in Oar-Fenders, of which the following is a specification.

This invention relates to car-fenders adapted particularly for use on street-cars propelled by electricity, cable, or other power; and it relates more especially to the general style or class of fender'illustrated and described in Letters Patent of the United States granted October 31, 1893, and numbered 507,655, and granted April 13, 1897, and numbered 580,549, to which reference is made. My present invention is intended to he an improvement over and upon the inventions described in said Letters Patent; and it consists in an improved mechanism whereby the forward ends of the shoes are prevented from being tipped up by the weight of a person falling on or being transferred to their inner or upper ends, thereby affording opportunity for a hand, arm, or limb to get under the front end of the shoe; an improved means for holding the front edge of the fender down upon the track with a desired pressure; mechanism whereby swinging or folding down the hunter-guard lifts the forward edge of the fender proper, so that both it and the hunter-guard may be slid under the car; mechanism for adjusting the height of the fender or distance thereof from the track and for accommodating the fe n der to platforms of different heights; means for adapting the fender to different cars, so that its support-s will clear the car-wheels made of different gages of track, and other combinations and arrangements of mechanism, all as fully described below and illustrated in the accompanying drawings, in which- Figure 1 is a side elevation of my improved fender applied to a car, a portion of the dashboard being representedas broken out and the fender being extended for use but not dropped onto the track. Fig. 2 is afront elevation of the same. Fig. 3 is a plan view of the same, portions of some of the springs being represented as broken out. Fig. 4 is a longitudinal vertical section taken on line 4, Fig. 3. Fig. 5 is a side or edge view of the illustrating the adjustable mechanism for pressing the front edge of the fender upon the track. Fig. 8 is a sectional detail taken on line 8, Fig. 7.

Similar letters and figures of reference indicat-e corresponding parts.

a or represent parallel side bars supported by and sliding horizontally in the hangers a, provided with suit-able antifriction-rollers a", said hangersbeing supported by and depending from the under side of the car-body 1, provided with the usual platform 2 and dashboard 3. 5 is the hunter. These side bars are connected at a point some distance from their front ends by a horizontal rod b.

A A represent the horizontal parallel front and rear bars, and A A" the end bars, constituting a rectangular frame tilting on and between the front ends of the bars a. The connection between the bars a and this frame consists of two horizontal pins B, which extend inward from the bars a into tubular sockets B, Figs. 3 and 7, said tubular sockets extending through the end bars A". Thus the pivotal connections between the rectangular frame and the supporting-bars a are telescopic ones, and hence said bars a and the hangers a may be set nearer or farther from the wheels 6 in order to allow the turning of the trucks thereof upon different curves or to allow for different gages of track by slidingthe pivots Bin the tubular sockets B.

CO are springs made, preferably, of sheet metal and secured at one end to the upper surface of the front bar A, from which point they extend forward and thence upward and rearward, as shown at O in Fig. 4, to the rear bar A, upon which their rear free ends rest. These flat springs are somewhat higher midway between the bars and are numerous.

enough to sufficiently occupy the space be tween said bars, so as to prevent any person falling through the rectangular tilting frame. Moreover,they are sufficiently light and broad to ease the fall of a person thrown upon the fender and prevent injury to him, and as their rear ends are free they have no tendency to cause the person falling upon them to rebound, but rather yield and sag with the weight of the person.

D D are U-shaped rods sliding horizontally in the bars A A and with their closed ends D extending forward therefrom and held normally in such position by the spiral springs d all substantially as indicated in Letters Patent No. 580,549 above'referred to. As in the last-named Letters Patent, a shoe E is pivoted by means of a horizontal rod eto each U-shaped rod D, said rod e extending through the parallel portions of the rod D and the sides E of the shoe E. In my present improvement, however, the shoes are made shorter than before and are pivoted close to their rear ends. This is in order thata body falling or rolling upon the rear end of a shoe may not tip up the front end and therebyrisk an arm, hand, or foot being drawn under the fender by catching under the front edge of the shoe. The spring which holds the front edge of the shoe normally down consists of a 'U-shaped wire whose central portion F- bears against the under side 'of the por- Thence the wire is bent into the parj allel portions F, which coil around the rod 6 1 tion D.

at F, the ends F, bearing against the under side of the rear edge'of the shoe, all as shown f Thus by this means the shoe is In order, however, to

into the U -shaped loops or springs H, the

opposite ends of this wire being caught at I-l around the rod e and the whole wire being located between the two coiled-ends F of the wire F. Thus the loops H produce spiingsbeing absolutely independentof the shoes. Hence if a body falling on the fender drops or is thrown to the rear of the shoes or to the rear of the rods e it is received by the springs,which,beingabsolutelyindependent of the shoes, wil l not cause the front-edges of the shoes to be lifted from the ground-and catch or draw-any part of the body or clothing' under the fender. These springs H are curved as awhol'e rearward into'the shape indicated in Figs. 1, 2, and 4, so'as to successfully bridge the space between thesh-oes the rectangular frame of the tender, and are held yieldingly in such position by the shaped portion H u -nderlapping and bearing against the portion F of the U shaped springs springs N, Figs. '3, 4, 7, and'S. consist of stiff wires coiled around sleeves P F F. The outer or end shoes are preferably provided with the rearward extensions E, whose object is to throw or push an obstruction to one side of the track. Suitable rollers ff, not new in this invention, are furnished each shoe.

The hunter-guard consists of the rectangular frame I I I, provided with the verticallyarranged springs g for receiving an object thrown or falling against the guard without injury thereto. The lower ends of the end portions 1, Figs. 1, 3, 4, and 5, are hinged at h to the end bars A of the rectangular frame, and shoulders 1" are formed on the portions 1, such shoulders resting on the rear bar A of said frame. A chain J has its lower end secured to the upper barI of the hunterguard, and thence extends up to, around, and is secured to a drum J, which has fast on it awhe'el J. This drum is a sleeve, which slides longitudinally upon a spindle K, which has its hearings in the stirrup L. The two halves K K of an ordinary clutch are rigidly secured to the spindle K and drum J, respectively, and are held normally in engagement by a suitable spring a, which bears against the wheel J. By means of the wheel J the drum J may be moved so thatthe two halves of the clutch are out of engagement and then rotated so as to Wind or unwind'the chain and shorten or lengthen it as desired. The stirrup L catches upon the lower end of the hook '1, Figs. 1, 2,'and 4, which is pivoted at Z to the inner or rear side of the dashboard and is held normally by the spring Z with its hook end projecting through the opening m in thedashboard. By'this means the b-unter guard is held sufficiently vertical to keep the main portion of the fender -with its front edge slightly off the ground, the shoulders I pressing down upon the rear bar A. By means of the clutch mechanism above described the chain J is lengthened or shorterred with the effect of dropping or raising the tront edges of the shoes E. Thus the height :of the fender from the ground may be regulated to suit the inequalities of the road which the car travels over, and also the fender may be adapted to platforms of different I H heights. two springs at the rear of each shoe, said 1 Secured to the cross-bar b are two or more These springs upon the cross-bar b, which is round in shape.

lar radial extension P, internally threaded to receive a set=screw P. The central portion of this wire passes around the extension P, and the ends extend under the rear bar A of the rectangular frameof the fender. As will readily be seen, the ends of the springs apply upward pressure to the "rear portion of the fender irame, and this pressure may be rendered greater-or less by loosening the setj screws P and turning the sleeves on the rod b. in case of an obstruction appearing on the-track the-driver or motorm'an presses with 1 Each-of these sleeves is provided with a tubuhis knee the upper end of the lever Z, thus jects forward and downward against a spring S, which is secured at its rear end at S to the rearward extension A of the side bar A", as shown in Fig. 7. One of these springs is secured to the inner side of each of the two extensions A integral with the side bars A, and thence extends forward and bears upon the upper sides of the tubes or sockets B, above described. The pressure of these springs upon the feet R holds the bunterguard in a substantially vertical position after the fender has been dropped to the track by the motorman.

When it is desired to slide the fender under the car, the hunter-guard is swung or folded down against the power of the springs S and is held in such horizontal position, as shown in Fig. 5, by said springs. As the power of the springs N is usually very great and as the front edge of the fender is held down by said springs, as soon as the hunterguard is released it is desirable that there should be some means of easily tilting up the front portion of the fender, so that it maybe in a substantially horizontal position before it is pushed back under the car. This isproduced automatically by means of two jointed levers connecting the rod or cross-bar b with the end bars I. (See Figs. 1, 3, 4, and 5.) Each of these levers consists of the two portions U and V, the former being pivotally connected at U with a suitable clamp 01., rigid on the end bar I and the latter being pivoted at V to the former and having its rear end loose on the rod or cross-bar b. 'Extending from the hub of the portion V below said portion is a horn or cam V, which projects directly over the extension A of the end bar I. When the hunter-guard is folded down into the position indicated in Fig. 5, these cams or horns \V strike and bear down the extensions A, and thus tilt up the front edge of the fender into the position indicated in Fig. 5, so that it is ready to be slid under the car. This is easily accomplished, as the natural portion to be grasped in swinging down the hunter-guard is the bar I, and thus a powerful leverage is obtained.

Of course the disengagement of the hook T from the hook T by swinging the former up is necessary before the fender can be pushed back. This feature, however, is not new in this improvement.

Having thus fully described my invention, what I claim, and desire to secure by Letters Patent, is-

1. In a fender, a fender-frame; supports extending substantially horizontally forward from said frame; shoes, as E, pivotally sustained near their rear ends by said supports; and springs extending from the horizontal rods upon which said shoes are pivoted rearward toward said frame, said springs working independently of the shoes and substantially bridging the space between the rear ends of the shoes and the front edge of the fender-frame, substantially as described.

2. In a fender, the fender-frame; supports extending substantially horizontally forward from said frame; a series of horizontal rods set at right angles to and sustained by said supports; the shoes E pivotally secured near their rear ends to said rods; the springs F F extending forward from said rods, coiled around the same and with their ends bearing against the rear portions of the under side of the shoes; and the springs H, H, H, coiled around said rods, formed with the loops H which extend forward under and bear against the under side of the portion F of the springs F F, and with the loops I-I extending rearward and upward and curved to substantially bridge the space between the rear ends of the shoes and the front edge of the fenderframe, substantially asset forth.

3. In a fender, the substantially horizontal fender-frame; shoes extending forward therefrom; the horizontal supports a pivotally connected at their forward ends with said fen-' der-frame and supported at their rear ends by the car-body; a horizontal rod connecting said supports at the rear of the fender-frame the tubes or sleeves P loose on said rod; means for adjusting and setting said tubes rotativel y on said rod; and springs extending from said tubes to and under the rear portion of the fender-frame, substantially as described.

t. In afender, the substantially horizontal fender-frame; shoes extending forward there from; the horizontal supports a pivotally connected at their forward ends with said fenderframe and supported at their rear ends by the car-body; a horizontal rod connecting said supports at the rear of the fender-frame; the tubes or sleeves Plooseon saidrod and provided with the tubular extensions P; means for adjusting and setting said tubes rotatively on said rod; and the springs N extending partially around the rear side of the said tubular extensions, thence disposed around the tubes and extending under the rear portion of the fender-frame, substantially as set forth.

5; In a fender, the substantially horizontal fender frame provided with the rearward horizontal extensions A; the hunter-guard hinged to the fender-frame and adapted to swing vertically with relation thereto; a substantially horizontal supporting-frame adapted to slide under the car and being pivotally connected at its forward ends with the fender-frame; jointed levers connecting the bunterguard with the sliding frame; and cams extending forward from said jointed levers' toward said extensions Af, whereby swinging down the bunter-g-uard bri'ngs said cams into engagementjwit-h the extensions A supporting-barsa sliding under thecar and pivotally'sustaining; the fender-frameat their forward ends; the crosswodb; the jointed-1e vers U, .V pivotallysecured at their opposite endsto saidcross-r'od and the end'bar'sof the hunter-guard and the curved horns or-cains W integral=with5the portions V of the jointed levers and extending forward and upward therefrom, whereby swinging down the hunter-guard bringssaid cams inte-engage ment' with the extensions A- and tilts up the front end of the fender, substantially as set forth.

7'. In a fendercomprising a: substantially horizontal frame and asubstantially vertical hunter-guard hinged to-and extending up from said fender-frame; the combination of said hunter-guard; the car-body provided with a dashboardhavingthe openin'g m'therein ;.the

trip-lever Z pivotallysecured to the inner surface of the dashboard and with its lower end formed into hook shape and extending through said opening; the stirrup L adapted to catch upon the hooked end of said lever; a

vdrum supported by said stirrup and adapted by means of; a clutch to. be rotated orheld in stationary position; and a chain secured at its opposite ends-'to-s'aid druni'and'the bunt'erguard, substantially as described;

8. In afender, in combination, the supporting bars ctsliding under the car; the tilting fender-frame A,A",A providedwith thetubnlar sockets'B extending horizontally from its end bars; and thepin Bextending inwardly from theforward ends of the bars A into said tubular sockets-whereby said bars A'm'a'y he moved laterally with relation to the-fenderfl'flIIlG, substantially as set forth.

9. In a fender, the substantiallyhorizontal fender-frame A; A-, A"; the substantially vertical hunter-guard comprising the bar I formed with the end bars I; the feet R extending forward and-downward from and in tegral'with thelower ends or the bars I pivotal connections between said feet and the horizontal fender-frame; and the springs S secured at one-end'to the fender-frame, extending-under, andbearing against Saidfeet, andwith their opposite ends overlapping and bearing upon rigid connections with the fender-frame, substantially as described.

GEORGE HIPWVOOD. Witnesses:

HENRY W. WILLIAMs', ApN. BoNNEY. 

